SUV Review: 2011 Porsche Cayenne S hybrid

By Bob McHugh, The Province

Originally published: March 23, 2011

Porsche launched its first SUV, the Cayenne, seven years ago and it has become its top product in terms of numbers and profitability with sales approaching the 300,000 mark worldwide.

That’s huge for what is still a relatively small sports/high-performance car company, even though it’s now effectively owned by Volkswagen.

The 2011 new-generation Cayenne has shed a stack of weight, (181 kg/400 lbs.), yet is bigger inside and out, and for the first time is now available in a fuel-efficient hybrid version. The Cayenne S Hybrid joins a lineup that also includes a base Cayenne, the Cayenne S and the Cayenne Turbo with prices ranging from $55,300 to $118,700.

The gasoline part of the hybrid powertrain is a supercharged 3.0-litre V6 (VW/Audi) engine, which can generate 333 horsepower and 324 lbs.-ft of torque on its own. When combined gasoline/electric power is called into action, the total available output is 380 horsepower and a very impressive total of 427 lbs.-ft of torque at 1,000 rpm.

That’s more torque and almost as much horsepower as the standard 4.8-litre V8 engine in the Cayenne S. According to Porsche, the Cayenne Hybrid will accelerate from zero to 100 km/h in about 6.3 seconds, yet it’s also the cleanest Porsche ever, with a rated output of 193 grams of CO per kilometre, based on the European test cycle.

It’s a full-hybrid system that can drive the wheels purely on electrical power (up to about 60 km/h) from a 288-volt nickel-metalhydride battery beneath the cargo compartment. A particularly nice feature is an E-Power mode that allows it to operate entirely on electricity in slow-moving situations (i.e. rush-hour commute) and is controlled by a switch on the centre console.

Other gas-saving features include a downhill or coasting "sailing" mode, where both the engine and electric motor automatically shut off completely, and an auto-stop/start feature that saves fuel normally used to idle the engine when the vehicle is stationary at a traffic light or in a lineup.

Other new oily parts of note are a new eight-speed Tiptronic S automatic transmission (first used in the Porsche Panamera), and a new lightweight and active all-wheel-drive system. The later can also be paired with an optional torque vectoring system (Active All-Wheel-Drive), which improves on-road driving agility. The system also incorporates hill descent control and a hill-holder feature.

My test Cayenne S Hybrid came with an extra $23,025 worth of options, which raised its price to $100,525. The big-ticket items on its option list were a two-tone leather interior package and a self-levelling air suspension system. Surprisingly (considering its price) there was no backup camera, as rear vision when parking a bigger SUV-type vehicle like this is always an issue.

THE LOOKS

It’s a new exterior design yet, in typical Porsche fashion, only those who know the vehicle well are likely to pick up on the changes. A big one is an increase (four centimetres) in its wheelbase, which also pays off with more cabin space and improved highway ride comfort. The design of its front, side and rear are all new and it’s about five cm longer. To reduce body weight, the hood and doors are made of aluminum.

THE INSIDE

In addition to extra interior space, rear passengers now get seats that are adjustable (16 cm) fore and aft with an adjustable seatback that also reclines (six-degree range) to three positions. Up front, a cockpitstyle environment surrounds the driver. The instrument cluster provides additional information on fuel economy and the hybrid system to maximize its efficiency. The centre MMI screen also has some uniqueto-hybrid displays that show what’s happening under the hood. There’s a graphic that shows transfer of drive and/or electrical power between the gas engine, hybrid battery and electric motor and you can map fuel economy on a chart.

SAFETY

The Cayenne doesn’t have a North American crash test history, but related models over at Audi (Q7) and VW (Touareg) have had excellent results. In addition to a comprehensive standard safety package, there are new optional safety systems like the Porsche Dynamic Light System (PDLS), Lane Change Assistant (LCA), and Adaptive Cruise Control.

THE DRIVE

What’s really clever about the Cayenne S Hybrid is that you can easily forget that you’re driving a hybrid. It’s clean and green, yet has tremendous power and performance. Other than its initial price (just over $5,000 more than the V8-powered Cayenne S) there’s little or no sacrifice for making this eco-friendly buying decision. The transfer of power between gas and electric propulsion is extremely smooth and although a lot of stuff is happening under the hood, all seems cool, calm and in control on the surface (like a duck gliding across a pond). The almost instant torque produced by the electric motor is used to full advantage in order to give it terrific off-the-line acceleration, if you need to floor the gas pedal. Yet, in slow moving stop-n-go traffic it can operate (in E-Power mode) like an electric car.

A heated steering wheel was a nice little discovery and an unusual feature in a hybrid. On the negative side, the electric park brake switch is small, could be better positioned and operate more intuitively. The central lock door lock switch could also be in a more prominent position.

THE SCORE

Green, clean, wickedly fast and a utility vehicle, the multiple faces of the Porsche Cayenne S Hybrid make it a truly special vehicle.